Results
2007-07-07: The FAA is superseding an existing airworthiness directive (AD) for General Electric Company (GE) CF34-1A, -3A, -3A1, -3A2, -3B, and -3B1 turbofan engines. That AD requires a onetime inspection of certain fan disks for electrical arc-out indications, replacing fan disks with electrical arc-out indications, and reducing the life limit of certain fan disks. This AD requires the same reduced life limit of certain fan disks, but requires on-wing inspection of certain fan disks installed on regional jets within 500 flight hours after the effective date of this AD. This AD also requires more enhanced shop-level inspections of all fan disks for electrical arc-out defects. This AD results from a report that in January 2007, a CF34-3B1 turbofan engine experienced an uncontained fan disk failure during flight operation. We are issuing this AD to prevent an uncontained fan disk failure and airplane damage.
90-16-03: 90-16-03 AEROSPATIALE: Amendment 39-6681. Docket No. 90-NM-51-AD. Applicability: All Model Corvette SN 601 series airplanes that have not incorporated Modification No. 1397, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the fuselage, accomplish the following: A. Prior to the accumulation of 9,800 landings or within 100 landings after the effective date of this AD, whichever occurs later, perform a high frequency eddy current inspection of the left-hand inner beam between Frame 16 and Frame 20, in accordance with Corvette SN 601 Service Bulletin, 53-18, Revision 1, dated January 22, 1990. B. If no cracks are found, repeat the inspection required by paragraph A., above, at intervals not to exceed 3,900 landings. C. If cracks are found, modify prior to further flight, in accordance with Corvette SN 601 Service Bulletin 53-11, Revision 2, dated January 15, 1990. Incorporation of this modification (No. 1397) constitutes terminating action for the repetitive inspections required by paragraph B., above. D. Within one year after the effective date of this AD, replace all left-hand inner beam stiffeners between Frame 16 and Frame 20, in accordance with Corvette SN 601 Service Bulletin 53-11, Revision 2, dated January 15, 1990. Incorporation of this modification (No. 1397) constitutes terminating action for the repetitive inspections required by paragraph B., above. E. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, StandardizationBranch, ANM-113. F. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6681, AD 90-16-03) becomes effective on August 31, 1990.
2007-07-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Due to quality escape during serial production, the jumpers at the Right Fuel Standby Pump Connector 4Q1 were manufactured from 14 AWG electrical wiring instead of 12 AWG wires as required per approved drawing. The possible overheating of the 14 AWG jumpers routed in vicinity of the fuel tank may present the unsafe flight condition. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2007-06-01: We are adopting a new airworthiness directive (AD) that supersedes AD 62-24-01, which applies to all Raytheon Aircraft Company (RAC) Beech Models 45 (YT-34), A45 (T-34A, B45), and D45 (T-34B) airplanes. AD 62-24-01 currently requires you to repetitively inspect, using the dye penetrant method, the front and rear horizontal stabilizer spars for cracks and replace any cracked stabilizer. Since we issued AD 62-24-01, we determined that using the dye penetrant inspection method may not detect cracks before the crack grows to a critical length and causes failure of the horizontal stabilizer spars. Therefore, we are requiring the surface eddy current inspection method to detect cracks in the horizontal stabilizer spars. Consequently, this AD retains the actions required in AD 62-24-01 and changes the required inspection method from dye penetrant to surface eddy current. We are issuing this AD to prevent failure of the front and/or rear horizontal stabilizer spars caused by fatigue cracks. This failure could result in stabilizer separation and loss of control of the airplane.
95-25-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310 and A300-600 series airplanes, that requires that certain flight control computers be modified so that the autopilot will disengage when the airplane is in the "go-around" mode under certain conditions. This amendment is prompted by an accident in which the flight crew may have initiated an inadvertent go-around which, following several subsequent actions by the crew and automated system, placed the airplane in a severe out-of-trim condition. The actions specified by this AD are intended to prevent an out-of-trim condition between the trimmable horizontal stabilizer and the elevator, which may severely reduce controllability of the airplane.
2007-06-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Cracks on a vertical stabilizer attachment fitting due to corrosion, have been found on an aircraft in service. We are issuing this AD to require actions to correct the unsafe condition on these products.
89-20-10: 89-20-10 BRITISH AEROSPACE: Amendment 39-6332. (Docket No. 89-NM-35-AD) Applicability: British Aerospace Model BAe 146 series airplanes, certificated in any category. Compliance Required as indicated, unless previously accomplished. To prevent loss of control of the airplane on the ground, accomplish the following: A. Within 100 landings after the effective date of this AD, or within 100 landings after the last inspection accomplished in accordance with AD 88-22-05, Amendment 39-6047, whichever occurs later, check the torque on and mark the nose wheel steering cuff ring nut, in accordance with the procedures in paragraph 2.A. of British Aerospace Service Bulletin 32-A95, Revision 1, dated December 2, 1988. 1. If the ring nut torque loading is found to be incorrect, prior to further flight, re-torque in accordance with paragraph 2.A.(2) of the service bulletin, and reinspect in accordance with paragraph 2.B. of the service bulletin within 30 days andthereafter at intervals not to exceed 300 landings. 2. If the ring nut torque loading is found to be within the limits specified in the service bulletin, repeat the inspections in accordance with paragraph 2.B. of British Aerospace Service Bulletin 32-A95, Revision 1, dated December 2, 1988, at intervals not to exceed 300 landings. NOTE: Paragraph 2.A. of British Aerospace Service Bulletin 32-A95 refers to British Aerospace Service Bulletin 32-29 for checking the steering friction damper torque. B. Within 2,800 landings after the effective date of this AD, modify the nose wheel steering ring nut locking means in accordance with British Aerospace Modification Service Bulletin 32-95-70409A, dated December 12, 1988. Installation of this modification constitutes terminating action for the inspection requirements of this AD. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This AD supersedes AD 88-22-05, Amendment 39-6047, which became effective on November 8, 1988. This amendment (39-6332, AD 89-20-10) becomes effective on October 30, 1989.
76-24-04: 76-24-04 MORANE SAULNIER (SOCATA): Amendment 39-2780. Applies to Models MS 892A-150, MS 892E-150, and MS 893A airplanes, all serial numbers, and Model MS 893E airplanes, serial numbers 12674 and below, certificated in all categories. Compliance is required as indicated, unless already accomplished. To detect rocker oil return pipe wear and prevent possible engine failure, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, inspect the rocker oil return pipes for wear in accordance with Socata Service Bulletin No. 124, GR 79-09, dated January 1976, or an FAA-approved equivalent. (b) If, during the inspection required by paragraph (a) of this AD, rocker oil return pipe wear is found to exceed 10% of pipe wall thickness, before further flight, replace the part with a new part of the same part number. (c) Within the next 25 hours time in service after the effective date of this AD, rework the cylinder cooling deflector spring in accordance with Socata Service Bulletin No. 124, GR 79-09, dated January 1976, or an FAA-approved equivalent. This amendment becomes effective on December 14, 1976.
2007-06-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: * * * * ** * * updates [to the airplane maintenance manual (AMM), engine service manual (ESM), and quick engine change kit instruction manual (QECKIM)] have inadvertently introduced torque value errors for the bolts that attach the forward engine mount to the engine. * * * * * * * * Application of the incorrect torque to the forward engine mount bolts during maintenance could result in failure of the forward engine mount and possible separation of the engine from the airplane and damage to the wing or loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2007-06-02: The FAA is superseding an existing airworthiness directive (AD), which applies to all Airbus Model A318-100 and A319-100 series airplanes, Model A320-111 airplanes, and Model A320-200, A321-100, and A321-200 series airplanes. That AD currently requires repetitive inspections of the upper and lower attachments of the trimmable horizontal stabilizer actuator (THSA) to measure for proper clearance and to detect cracks, damage, and metallic particles. The existing AD also requires corrective actions, if necessary, and reports of inspection findings. This new AD shortens the repetitive interval for inspecting the upper THSA attachment. This AD results from new test results on the secondary load path, which indicated the need to shorten the repetitive interval for inspecting the upper THSA attachment. We are issuing this AD to detect and correct failure of the THSA's primary load path, which could result in latent (undetected) loading and eventual failure of the THSA's secondary load path and consequent uncontrolled movement of the horizontal stabilizer and loss of control of the airplane. DATES: This AD becomes effective April 19, 2007. The Director of the Federal Register approved the incorporation by reference of Airbus Service Bulletin A320-27-1164, Revision 04, including Appendix 01, dated July 17, 2006, as of April 19, 2007. On May 5, 2006 (71 FR 16203, March 31, 2006), the Director of the Federal Register approved the incorporation by reference of Airbus Service Bulletin A320-27-1164, Revision 03, including Appendix 01, dated August 24, 2005.